‘Feel’ is such an amorphous
non-entity to describe. What feels good to me, might not even
register in the cranial masses of other observers, or even
those fortunate enough to experience it in the first place.
Of course, ‘feel’ can be immensely tactile. It
can be tangible. It can help to differentiate between one
texture and another. However, the feel I am talking about
is that difficult to define atmosphere, or impression, that
is imparted by something that operates through several parameters
but creates an impact possessing further reaching ramifications.

From a purely personal standpoint, I love the feel of many
things. I love my hide armchair in the living-room, because
of its feeling of unerring comfort; it is my escape from the
revolving chair in the office, or the driver’s seat
of my car. It gives me a comfort zone. One where I can doze,
should I wish, or relax, or from where I can relate with visitors
and friends, while retaining control. The ‘feel’
is all encompassing.

One of the most vital aspects that feel can transmit, especially
in automotive terms, is responsiveness. These days, we are
transported in largely soulless devices that are engineered
to do their level best to remove us from the actual medium
of feel. One of the most disappointing for me lies in the
manner by which steering geometry works. In my view, steering
is THE most important element of vehicle engineering. Get
it wrong and an imbalance ensues, which is translated into
a combination of nervousness and varying degrees of unsettlement,
none of which endears the individual to his, or her, car,
or vice-versa.

Around a decade ago, I used to believe that the only brand
of motorcar that could get close to an ideal in steering terms
was Subaru. Unsullied by the complexities of its four-wheel-drive,
its front wheels could be directed to respond perfectly to
the three-dimensional forces playing on it and the brand could
live up to its inspirational promise. However, a change took
place. Subaru, despite carrying an image across the years,
ceased being a force in rallying.

Before you think that I am being unnecessarily scathing,
my recent drive in the Subaru Levorg has been so revealing
that I now have a fresh champion, in a field that I was starting
to believe was being ignored by all carmakers. The steering
of the Levorg is the best that I have experienced recently.
Despite possessing four-wheel-drive that has been engineered
symmetrically in the time-honoured Subaru manner, the company’s
well-weighted, self-centring and speedy (2.8 turns lock-to-lock)
steering is no less than delicious to wield. It should defy
all logic, as it is the latest electronically-managed type
of linkage, but it imparts a sincerity and integrity of responsiveness
that makes the enthusiastic driver feel like a king at the
wheel.

Combined with suspension that is set in a firm but well-controlled
manner, with its inverted (motorbike-style) front McPherson
struts and pseudo-wishbones to which each wheel is attached,
the cornering is flat, roll-free and occasionally unnerving
with its unerring stability and surgical accuracy. I suggest
‘unnerving’ because of the speed and agility imparted
to the driver, at a level that is, at best, unusual in a family
car, let alone a semi-sporting machine. The ride quality is
sublime. Okay, not in a Citroen-esque style of fluidity but
more in its ability to absorb mid-corner road surface bumps,
as if they did not exist. Yes. You can hear them but you are
never troubled by them.

Having mentioned the transmission, it is worth highlighting
that it has been ingeniously re-engineered to avoid the typical
revs-soaring annoyance of most CVTs, instead ensuring that
throttle depression runs more in line with the torque delivery.
In other words, full-throttle will not result in the ultimate
performance, whereas light throttle depression results in
a surprising turn of speed. The all-round disc brakes provide
assured stopping power, which links with the 4WD system in
expected and a most efficacious manner.

Perhaps the most entrancing aspect of the Levorg lies beneath
the bonnet. Displacing only 1.6-litres, the light-pressure
turbocharged engine produces just shy of 168bhp and around
170lbs ft of torque. These figures are not massively exciting
but the manner in which the power is managed, driving through
the firm’s Lineartronic constantly variable (non-geared)
transmission, is outstanding. Perfectly suited to trans-continental
grand touring, it allows the Levorg to live up to its GT designation.
In fact, the way in which it despatches 0-60mph in around
8.6 seconds, before coursing on to a top speed of approximately
130mph is better than the class average and feels positively
Germanic in its constancy of delivery. In other words, it
is not so much the blast off the line but the longer-legged
cruising capability that is its great strength.

Yet, there are two elements of sadness that effect the engine.
Firstly, despite being of ‘boxer’ layout, that
is four cylinders set out in two horizontally-opposed banks,
also known as ‘flat-four’ format, the engine note
is now so muted that all elements of the ‘boxer’s’
character have been erased. Secondly, its CO2 rating of 164g/km
is no less than expected of a flat-four engine and equates
to £185 annual road tax, which is steep for the class
and remains an unfortunate downside of the engine technology.
However, I balance those aspects with the exceptional drive
train integrity that the Levorg presents. The crankshaft of
the engine is perfectly in-line with the 4WD transmission,
which is the determining factor behind the car’s signature
and hugely impressive chassis dynamics. If that is the trade-off,
then I can merge into a semi-happy zone.

While I do miss the frameless doors (Subaru doors always
possessed a framework, although the side glazing did not),
which I understand had to change to a more conventional type
to meet side impact legislation, accessing the flexible and
spacious interior of the Levorg is closely akin to entering
the ‘Tardis’. At just 4,690mm in length, the cabin
is exceptionally well-proportioned, offering plenty of space
fore and aft, with superb ‘one-touch’ and completely
flat-folding of the rear seats to create almost 1,500-litres
of load space. It seems that Subaru has got practicality managed
to perfection too. The solid but high-quality, carpeted boot
floor sections lift to reveal a deep storage bin and a less
accommodating space to add to the proposition.

The driving position is multi-adjustable, with the electric
motors controlling a wide range of seat movement, supported
by a rake and reach adjustable steering column. The hide covered
seats are comfortable and supportive, regardless of journey
length. More importantly, the acres of unimpressive grey and
hard plastic mouldings that have made up most Subaru dashboards
of the past 10-15 years have given way to a softly padded
alternative that hikes the interior quality of the Levorg
onto a loftier plane. The door cards are still less than subtly
cheap but the mix of surfaces, whether of silver painted,
or mottled, finish, do not look out of place.

Even the centre stack is vastly improved, with more pleasant
graphics and a clear sense of purpose. The steering wheel,
in the modern idiom, is packed with minor switches that control
most main functions on the touch-screen. Located on its reverse
side are the up and down paddles for the simulated gearshift
mechanism, which does work most effectively. However, the
improvements made to Levorg extend into the instrument markings
and even the quality feel of the column stalks. The cockpit
of the car is a warm and welcoming place to be.

Conclusion: To state that I have truly fallen in love with
this Subaru would be almost an understatement. It is certainly
the best Subaru that I have driven in more than decade, although
it retains all of the best qualities for which Subaru models
have been renowned and ploughed their own unique furrows for
many years. In some ways, its svelte sleekness owes much to
the Legacy model of at least two generations ago, while its
sporty estate car styling is not dissimilar to the Sportback
versions of the original Impreza. I am delighted that Subaru
has not turned its back on its origins, which would have been
very easy to do, especially bearing Toyota’s investment
in mind. It is an excellent, practical, safe and enthusiastic
family car that even one of my next door neighbour’s
hens fell for, as it made the rear window wiper its perch
for four nights! Mind you, it needs to be, carrying a price
tag of £27,495, which makes comparisons with rivals
quite difficult. Yet, thought of as a typically unique Subaru
proposition, I reckon that its niche is well served.

Naturally, if you desire enhanced power in your Levorg, then
SCR (Scoobyclinic) may have a solution for you. A quick telephone
call will provide the answers.